Vacuum Failure IMC

08Romeo, IMC with rain

I was reading a post on the AOPA forum about Vacuum Failure in IMC. The pilot posting provided a good account of the events which resulted in a positive outcome. As an instrument rated pilot I would expect nothing less, that's what we train for. I guess that comes off as a bold statement having never had to deal with this issue. Looking back at my training and all that partial panel time I would hope I handle things as well as this pilot did. Sure, we all practice partial panel but the pucker factor isn't there like it is in the real world situation. Put yourself in this pilots place, family on board and thankfully this time only a layer to descend through.

Here is the pilots account of his vacuum failure in IMC.

"We were returning from Summersville, West Virginia this morning with two dogs for a Pilots N Paws rescue flight. We were IFR at 8,000 feet, in the clear 4,000 feet above a solid undercast. The flight down and back had been uneventful until we were just northeast of Columbus, about 40 miles from home. As I was scanning the panel, I noticed the VAC light was illuminated. I pressed the test button to make sure it was in fact lit, then looked at the vacuum gauge, which was resting all the way to the left on the zero. The AI and the DG had not started to tumble yet. I told my wife we lost our vacuum and that those two gauges were no longer reliable. She didn’t seem too concerned. I knew the weather at home was 22SCT 33OVC, so I was pretty sure we would not need to shoot an instrument approach partial panel. I would, however, need to descend through the clouds to reach VFR conditions. I was just about to tell Columbus Approach of my situation when they handed me off to Mansfield Approach. I called Mansfield and advised the controller of the situation. He acknowledged and asked what I wanted to do. I told him I would descend and hoped for a visual approach. He didn’t seem too concerned, as I was not, either, and cleared me to descend to 3,000. By this time the AI and DG were obviously not working, so I covered them. As we entered the clouds, keeping the wings level with the turn coordinator was easy, although we got off our direct course a bit. I wasn’t too worried about that, as the G430 made that part easy to correct once we broke out of the overcast. The bases were right at 3,000, and I really wanted to proceed VFR home, so I quickly advised ATC that we were in VFR conditions and would cancel IFR. They acknowledged and said good bye. We were still about 22 miles from home and just flew low the rest of the way and landed without incident.

It was a situation I, and all other instrument rated pilots have trained for, and it really was just like training. No big deal, not an emergency, although if the weather had been any lower, we would have needed to do an approach partial panel, but, again, that would have been okay, too. Glad it happened on the way home, though."

I read through this post and asked myself if I practice enough partial panel and my answer is no.  How often do you practice partial panel? What systems do you have in your aircraft to provide redundancy?

Precise Flight Standby Vacuum System

SIGMA-TEK 5000EG ELECTRIC ATTITUDE GYRO

Our Sundowner has the Precise Flight standby vacuum system with the low vacuum warning light. The sooner you are made aware, the quicker you can deal with the issue. I have been researching and giving some serious thought to purchasing the Sigma-Tec electric attitude gyro. Here is a very good article on vacuum pumps that I stumbled across, it's worth the read. Dry Vacuum Pumps

No-Go LLWS

The plan for today was visiting the Ocean City Home, Condo and Outdoor show.  The weather forecast was calling for 67° and a sunny day, much needed exposure for Mary and I both. While my Bride gathered up her last items for our flight I did a final check on the forecast for our short hop. The Low Level Wind Shear and low level turbulence I saw last night were still on the ticket for this morning.

In its many forms, wind shear can change a routine approach into an emergency recovery in a matter of seconds. An aircraft is affected by the change in wind direction/velocity because the wind also changes the aircraft motion relative to the ground.

I decided we would ground pound to OCMD for the day. I didn't want to tangle with a rough ride and LLWS on departure or return. Mary and I enjoyed the drive to the beach making stops to snoop through shops and picking up dinner to take home.

Upon our return, Ziva Diva was happy to see us. We should have taken her with us since we were only in the home show for an hour. After letting her play outside we tried to get her to load in the back of the SUV, she still doesn't get it. What dog doesn't like to 'jump' in the truck to go for a 'ride'? 

Then...

Now...

08Romeo Stays Home

I'm not sure if I am happy or sad at the moment.  I have had interest in 08Romeo but tonight Mary and I received a very nice call from a gentleman that was representing someone seriously interested in our plane. A generous offer was made and again, just an offer, nothing more than that.  I gave it some thought but I am not ready to move from our asking price. I know, people love to bargain I am the most guilty of them all for living to horse trade.

Mary and I haven't found the Bo of our dreams, in our price range, so I really don't want to be with out a plane. I hung up the phone and went out to continue our discussion on a potential sale. Mary said you don't look happy, I responded that I'm not, but not sure why.

We discussed more numbers including the impending retirement plan. I texted a few friends that I trust in the airplane world and they confirmed my thought process, I should have countered and moved on or pulled the ad and keep 08Romeo.  Funny, but the broker that called pretty much advised the same thing.

So, Mary and I decided to pull the ad. We talked about planes and Mary flat out asked what does the Bo have that we don't have.  Well, speed, more payload, higher fuel and maintenance costs. I added in an autopilot since that would be a must for the airplane we buy. We both sat and thought then she said, go get an autopilot, we can't get more payload unless we diet (ouch). I guess the final answer is until the condo and home is sold and retirement home purchased we won't be comfortable investing in more airplane. We both agreed we can do it, but do we want to do it, it's out of my comfort zone.  All good points.

For now I need to walk away from the process and work things out in my own way. I'll be flying 08Romeo tomorrow morning as we head to the beach for a home and condo show.

Thanks for all the comments and advice along the way from blog readers and my aviation world friends. I will continue to move forward.... even if it's at 110 knots.

N/A - Getaway Sticks

I guess it's mainly the wx but the knees have been killing me. I had so many surgeries on my right knee I lost count.  I do know the last one was done late in 2003  and my doctor really got it squared away.  I had reached the point of sleeping with ice packs secured with ace bandages every night and I just could not get any real sleep.  I had the knee drained twice and that was not fun, tried cortisone and that helped for a short time. When he did perform the Arthroscopic surgery he removed a torn meniscus and at the same time debrided (cleaned up) the knee as he found necessary, I also remember him scraping arthritis.  The knee recovered well and I missed just a day of work and was soon with out crutches.  No more swelling, no more ice at night and no more pain.

Fast forward to about a month ago. I was walking along at work in a carpeted hall and pop, the right knee felt like it was going to buckle and I had a shooting pain. I managed to walk it out and have been walking on it since. I guess shoveling all this snow didn't help much either. I wore my brace for a few days and saturated the knee with all my liquid fixes until I could get this checked out. While waiting for three weeks for the appointment date my knee actually got better, no dull soreness pain, no more sharp pains and now only the typical noise it makes when first standing or walking.  I'm not sure that it should be making those noises but at least I know its still working. Mary calls me Snap Crackle Pop.

All the while my left knee has also been grinding and popping.  It's been a mess since my sports days and capped off with an accident back in 85. I kept my appointment for this morning and had both sticks checked. Both x-rays showed plenty of arthritis but there was still some even space through out the joint, that's a good thing.  The decision was made for cortisone treatment and to return in three weeks. If I still have pain then we will move on to an MRI. Thankfully I had no swelling so I didn't need the left knee drained.

I am going to search for a tug of some sort today even if it's an old lawnmower that I can weld a hitch on.  I figure if I want to keep what original parts I have left I'll need to stop pushing the plane uphill to the hangar. Yes, I'll have to loose the weight too, that would be the best place to start. So here I sit today, leg comfy cozy on the ottoman and just staying off it. Tomorrow it's back to work.

Getting old ain't for sissies!

Cirrus Flight Time

I guess the title is a bit misleading.  Although I did get some right seat flight time, my mission today was safety pilot for Mike B.  We swapped a few text messages yesterday and then again early this morning.  Mike usually does the gym in the morning but today he surprised me with a 7:35 text "I'm up, leaving the house in 30-40 or so".  I was up at my typical 5am and showered but I needed to get my flight bag, gulp down some ice tea and throw on some jeans. I don't think Mike wants to see me or be seen with me in my baggy flannel, I'm a bum pants.  Ok, maybe TMI.

Frontier departing RWY 1

I followed along the pre-flight and then helped Mike tug the Cirrus out of the hangar. Tanks were already full, the plane was looking great and I was excited to fly. Actually I had to shut the heaters off on 08Romeo since we are in the Cirrus today, thankfully I have the Switchbox controller app that makes it possible with just a text message.

looking west along the C&D canal

The destination today was Cambridge, KCGE. The Cirrus SR22 really hustles along. We were climbing out at 140 knots plus and cruising along at 165 plus, the ground was zipping by. As we approached CGE the bee hive of activity was in full swing. Mike made the calls and kept us at 2800 for the GPS RWY 34 approach. As he turned out bound I was eyes out and monitoring the traffic. By the time we were established inbound there was one aircraft departing and one left in the pattern. Mike did a real nice job getting us in and once out from under the foggles made a greaser of a landing.

The restaurant was packed with locals, pilots and crew, a very busy mix. Service was very good as always and breakfast perfect. We didn't hang out to long, there was still a line forming at the door.

Mike and I did a quick walk around. Nose plugs pulled and chocks clear, time to climb aboard. We taxied out to three four and completed our run up. The Cirrus really has the power as it settles you in the seat on the take off roll. The plan was to knock out another approach, this time the ILS RWY 01 at Dover. We just flew the same approaches in my Sundowner last week so it was nice to see it from the safety pilot view. This approach was with the autopilot, always good to chug and plug while we are practicing. Prior to the Final Approach Fix Mike switches of the A/P and hand flys the remaining low approach and missed. No touching the ground at the AFB, low approach only.

KDOV Final RWY 01

We depart the area same as last week, VFR to the north. A quick set of the Garmin 430 and we are off to Wilmington for the ILS RWY 01. We had some traffic to watch for in the pattern and one departing as we approached ILG. Mike had everything set as he worked that pilot stuff while I was eyes out for traffic. It's nice to have traffic come up on the large Avidyne screen in the Cirrus, it helps. Mike makes another greaser and clears the runway for traffic on final.

Delaware ANG, C130's

A great day in the air and I did get some stick time on the way to Cambridge. Mike did ask if Mary wanted to head to OCMD today for our mission but she wasn't feeling good. Besides, I really don't think she needs to be in any more faster planes!

Plane of Interest

Cue the dreamy harp music...

I have a fantasy interest in a 1981 A36 Bonanza that I was given a heads up about by one of my friends. I had a nice chat with the owner, very nice guy, he also started out in a Sundowner. The plane is currently out of annual so there are a few issues to resolve but I am excited about the potential that it presents.

My goal is to find an aircraft with a complete avionics package and this aircraft fits that want.

• MX 20, Chartview, terrain, traffic
• Garmin 430WAAS
• Icarus GPS roll steering adapter - coupled GPS approaches with glideslope intercept, selectable annunciations such as altitude, instrument waypoints.
• Sandel EHSI
• Backup electric AI
• Avidyne TAS 600 Active Traffic - audible alerts.  Will display on one or all of the 430, the MX20, a dedicated control head, and the Sandel as well.
• King Air driven attitude with flight director
• Shadin fuel computer
• Yaw damper

BAC 10th Anniversay Fly-In

The Beech Aero Club Tenth Anniversary Celebration Fly-In is scheduled for July.  The gathering will  be returning to Wichita, KS located within walking distance of Beech Factory Airport (KBEC). Although the club was founded on July 4, 2004, a center piece of the tenth anniversary celebration revolves around a tour of the Beech Factory, which will be closed the week of July 4; however, they have graciously agreed to open their doors for a club tour that month. There will be plenty of activities to enjoy along with new restaurants to visit.

Naturally the mind starts working the numbers for Mary and I to fly our Sundowner out. A quick look at the trip works the Sundowner numbers to 9.5 hours of fly time and 94.3 gallons one way, no wind factored in.  In dollars that would be $5.08 a gallon average for my initial top off and two stops which would total $480 one way for 100LL.

Just for kicks I ran the numbers for the Bonanza I am looking at. Fly time would be 6.5 hours at 13.5 gph multiplied by the same fuel cost for a total of $447 one way.

Now for the spam can numbers. Philly to Wichita (one stop, no non-stops) would be $1064 for each or round trip or $532 each way, not counting baggage costs. Travel time is 5.5 hours and 2 hours early at the airport so 7.5 hours. The Bonanza beats the airline with price and time, the Sundowner however is two plus hours just flying not counting ground time for two fuel stops.  What is ones time worth?

At least this trip would show some savings in 08Romeo and I would get some much needed cross country time in the system. We still have the Myrtle Beach trip on the book if we can just coordinate schedules with our friend Jo.

Bo Knows....

I wish I knew Bo's.  My search continues through every plane rag out there and all word of mouth references.  Honestly, the word of mouth references have really provided some nice aircraft. I swapped emails with an owner and looked through pictures of his aircraft, it has everything I want and a bit more. This aircraft has a few issues that need to be worked out but depending on the price it's on my list.

I also hooked up with a contractor today, in Cape May, that knows of a Bo at another local airport that may be for sale.  We swapped info and he will investigate and get back to me. I still have one I found online, a V Tail that keeps calling my name, that's NEVER a good thing.

08Romeo has had a few calls and an email or two from interested folks. I will finally get the logs scanned tomorrow and add those to the blog along with BAC, Beech Talk, AOPA, POA and the Purple Board for pilots. I will work on getting my ad on Trade A Plane, Barnstormers and Controller.  My lovely Bride did ask if we sell 08Romeo and have no new plane what will we do..... I guess drive to/from the beach.  Blech....

Getting up on the soap box for a few...I tossed this thought around in my head while driving to Cape May this morning.  How is it we find our soul mate so close to where we live, usually in the same state, from the same schools, yet the airplane match always seems to be so far away. I don't know, just some food for thought. Maybe I should play more music and sing along with the hits and think less. The search for a plane continues.

Keeping Current

The weather forecast was looking perfect for today's mission, keeping me instrument current.  Mike B and I planned to meet at the plane around 10am. I decided to head up early so I can replace one of the hangar door pull handles that cracked and now only hangs on by the bottom connection.  I pulled up to the hangar and since my doors face north I still had a slab of ice across the foot of the doors. Yes, of course I left my 'new' metal shovel at home...Grrrrr. I jumped back in the SUV, invented new phrases and a few special words in the confines of my vehicle and headed to the local lumber yard. Hangar rage in check.

Upon returning to the hangar with  a new ice chipper and a bag of calcium chloride flakes in hand I went into full attack mode. The door track needed work on the inside more than the outside. Mike B pulled up and lent a hand with the frozen doors and we eventually were able to free 08Romeo from her hangar. It was good to be out without a jacket today and despite sweating up a storm and hands and arms that were feeling like jello, I was excited to fly.

With the pre-flight completed we got the fan turning in 08Romeo. The airport was coming to life and there were aircraft moving about. We taxied to the pumps to take on 25 gallons to bring us to 58 on board. Run up complete, we were lined up and rolling for departure on runway two four. It felt good climbing out, getting away from the ice removal and taking advantage of the cool air blowing on my face through the vents.

First up, to knock the rust off, was a short hop to KEVY, Summit airport. I set up for the RNAV GPS 17 approach and briefed. My brief felt scattered, almost a struggle to get up to speed and digest what I was reading, a sure sign of rust. Direct OGHUF at 2000, on course looking good. The winds played with me all day and I was slow to correct my speeds on this first go. I came out from under the foggles at the LPV decision Altitude (DA) of 540 and proceeded to make a flat landing that required full power and a climb out. Ughhh...not the way I want to start the day.

Mike quickly distracts me and requests the RNAV GPS 30 into Ridgley, KRJD. As in the real world of IMC flight one must forget the missed and concentrate on setting up for another go. My favorite analogy as taught to me by my brother while coaching baseball was to tell the kids flush it down the toilet, it's gone, get ready for the next play. It's truly bizarre the things that pop into my brain when flying.  We roll play ATC communications and I am given instruction to proceed direct DONIL, an initial approach fix (IAP).

Here comes a Mike teaching moment. Sometimes when in the system ATC will have us join a Victor airway from our present position. Now is the time to refresh those skills. Ok, I'm direct DONIL and ATC wants me to intercept the leg (our pretend airway) from DONIL to PEKME. Here are the steps:

We complied with ATC and now headed direct DONIL. Next ATC directs us to intercept DONIL to PEKME (our victor airway). We will need to select FPL on the bottom row of buttons.

There is our "airway" DONIL and PEKME. To activate that leg we need to select the destination point, PEKME.



Next, select menu on the right side buttons and a message box asking if we want to activate the leg appears. Select enter on the same right side buttons.

Next message is Fly Leg? Once again select enter and the GPS will now highlight the new leg and the CDI will provide guidance to intercept.

I'll tie this in at the end with Mike's explanation and example from one of his previous flights out of Wilmington during our debrief.

Ok, back to the flying. I'm making my way into Ridgely with better speed control and ok on the needles. Once again after removing the foggles I make a flat landing. I'm now full power climbing out and wondering where in the world did my sweet spot landings run off to. I am not liking this performance.

I get myself squared away and point 08Romeo to Cambridge, KCGE. My enroute is easy peasy, on altitude and ahead of the plane. I am going to shoot the GPS 34 and make this one a full stop for lunch.

I overfly the field and turn outbound at 2.5 providing plenty of space between myself and traffic pattern aircraft. I make a smooth procedure turn while descending and head inbound. Down to 480 and removing the foggles I see a bird off my left side passing across the nose with plenty of room, it's a bald eagle. The eagle swings around and turns inbound, now on our right side riding along as my wing man with a good view of his/her head  looking at us. Despite the distraction I make a nice landing and taxi clear.

The line was long for eats today but as always, it was worth it. I had a reuben, Mike had a tuna salad.  I inhaled a mason jar of sweet tea which tasted perfect and maybe woke me up.

We headed back out to the plane and after a brief preflight, saddled up for our ride north. I chugged and plugged for Dover AFB and after listening to the ATIS I selected the ILS 1 approach. I picked up flight following and asked for the practice approach. With a new squawk code and a few vectors we were soon established inbound and handed off to the tower. It always cracks me up and I know its a military thing but yes, 'gear down' and welded. This was a low approach only down to 224 feet. As directed I reported missed and VFR to the north.

So far four approaches and each one getting cleaner and tighter on the needles than the last. It was time to head back to Summit, KEVY. This time it was the opposite approach RNAV GPS 35. From my current position I turned inbound at WENDS taking full advantage of the LPV DA of 320 feet. Foggles removed  I made a nice landing. It was a short lived victory as I went full power and climbed out to the north. The ice removal effects are starting to show.  My hands are sore and my arms are a bit tired....gezzz I'm getting soft.

We decide on one last approach to make it six for the day. I set up the 530 for the New Garden VOR 24 approach. Direct Modena (MXE) with the plan for a parallel entry. I cross Modena and turn outbound on a 056* heading for one minute then turn right to a heading of 280* for an intercept.  The winds made for a bumpy ride home and require a large bite to make the inbound course. I intercept Modena and make the heading change to 230* and drive to 1050 feet just above the MDA. Mike tells me to remove the foggles and I set up for a two notches of flap landing. I set 08Romeo on the runway pretty nice if I must say so, the winds on the field were not as bad as anticipated.

Thanks to Mike B for his patience and teaching skills, it's always a good workout and learning experience.

Mikes example he experienced departing KILG for Leesburg KJYO.

I don't recall his clearance but this is how knowing what to chug and plug can make life easier.

On departure he was given vectors to join V469. Ok the GLOMO intersection is out so he has to add in JOANE (top arrow) activate that leg between KILG and JOANE and now the GPS and CDI provide guidance to intercept. The next instruction is to join V408. If you look at the first chart example there is no intersection where the two airways cross, however, GLOMO and ROBRT are already entered. Follow the example from my flight today and select ROBRT (the destination for the leg) and activate it once instructed by ATC to intercept V408. Your instrument flying remains precise and the amended route is not a problem.

V-Tail Education, First Day of School

Shopping for the perfect V-Tail

Since we decided to offer 08Romeo for sale I have started to shop for the perfect V Tail.  I am very new to Bo's so I am starting at the ground basement floor. Here is the basic history, square one, the place I am moving forward from.

1st Generation: 1947-1950 (Model 35, aka Straight 35 thru B35)
2nd Generation: 1951-1956 (C35 thru G35) last of the E-Series powered
3rd Generation: 1957-1960 (H35 thru M35)
4th Generation: 1961-1963 (N35 thru P35)
5th Generation: 1964-1982 (S35 thru V35B, with some variance)

As I pause to think about what to type next my mind drifts off to the commercial about the people car shopping.  Maybe if I think real hard that 'start' line will appear and lead me to the dream plane.  Waiting....crap, it's just me and my research, stupid commercial.

Ok, so no easy line to follow.  I have one better, I have the pleasure of knowing one of the finest Beech Bonanza guru's out there, Paul McCracken.  As I mentioned in previous posts, Paul did the pre-buy on our Sundowner and as he stated "Gary's is one of the cleanest, mechanically AND cosmetically, hard to get on one airplane."  I hope to use his expertise in finding Mary and I the perfect Bo.

I think we are going to focus on the 5th generation Bo, 64 to 82. My focus is on the 64-68 years. I have a want list and that would be a Garmin 530W, Autopilot with altitude hold and GPSS. Paint and interior each a 7/10. Right now at first glance I like the S35's but I am trying to drink from the fire hose when it comes to power plants and specs.

For now I hope to get out this weekend and get some approaches in. Spring is just around the corner, time moves forward (daylight saving time) and I need to stay current.

Waterman's Lunch Run

It was so nice today we just had to fly!

Mary and I decided we would head to Ocean City Maryland to have lunch at the newly rebuilt Waterman's Seafood Company. In October of 2012 Waterman's was wiped out by fire. We watched them rebuild all last summer and we were looking forward to them reopening. We were not disappointed.

C&D Canal looking west to the Chesapeake Bay

We headed to the plane around 10ish and had to chip away the ice to break the doors free. I'm going to find some sort of melting agent, maybe the dog friendly stuff, that I can pour along the door tracks. Once 08Romeo was finally free I tugged her out and got started. A couple of blades and she was purring along ready to have some fun in the cold air. 

The tip of Cape Henlopen, middle frame just to the right.

I climbed out to one thousand and turned south direct for KOXB.  We rode along at three thousand monitoring Wilmington's tower then Dover approach. There was some pattern traffic at Ocean city so I worked my way in and made a nice landing.

Delaware Bay

The airport buggy was ready to go today, now that the solar charger was secured facing the sun.  Last week we found it hanging alongside the car backside out to the sun.  It didn't charge very well in that position.  The leather seats were cold but the little thing has seat heaters and they work!

Waterman's is a very short hop from the airport so we made it just past our planned noon lunch that I posted for others to try and attend.  No shows, so it was just me and my Bride.  Mary enjoyed the crab cake sandwich, which she said was very good but thought Woody's in Dewey Beach was better.  I had the shrimp salad and it was very good.

Since we were in the area we contacted our realtor and road though Ocean Pines looking at homes. The market looks thin right now but we hope more homes will be listed by Spring.  We are still trying to sell a two bed/two bath condo here in north Wilmington so we know how it goes.

heading home  looking west south west towards the Chesapeake bay, much more haze now

We headed back top 08Romeo for the trip home and said our goodbyes to the folks working the desk. I order fuel to the slots, that makes twenty a side for our trip home. Full serve was $5.45 a gallon. We taxied out and departed runway three two keeping watch for an aircraft out a PFAIR, 10 miles out, in the hold flying the RNAV 14 approach. I climbed out turning at a forty-five to the north clearing the approach for the inbound traffic.

Old St. Georges Bridge and the New Senator William V. Roth, Jr. Bridge

It was a bumpy flight home all the way north of Dover AFB that left Mary wanting to sleep, her way of dealing with the bumps. The Zaon PCAS alerted me to traffic at my three and there was a C5 in the pattern.  Hmmm, I should really be talking to Dover even though their airspace is two thousand six hundred and below and I am cruising along at three thousand. I called for flight following and was given a squawk along with directions to maintain VFR at or above three thousand. I acknowledged.

As soon as we cleared the traffic from the AFB we were directed to resume own navigation, I then cancelled.  I thanked the controller for his service and switched over to Wilmington to listen for traffic since I now had an airbus shadowing me at my three. Frontier was inbound for the visual runway one nine, flying on the Jersey side of the Delaware river so we were working our way farther apart. I skirted Wilmington's airspace to the south west then once clear I dropped down to two thousand to locate New Garden. I fell in number two to land and made a nice landing. As I was rolling out I must have added to much brake pressure and I heard the right main skid, not a nice way to treat 08Romeo. We taxied off and secured 08Romeo in her hangar, calling it a day. 2.2 overall and a fun get-away before the next snow storm.

Ziva waiting for us at home.